Explosion-engine.



l.. C. HANNA.

EXPLOSION ENGINE.

APPLICATaoN min 059.30.1914.

1 ,272,255. Patented July 9, 1918.

Attorneys L. C. HANNA.

EXPLOSION ENGINE.

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L. C. HANNA.

EXPLOSION ENGINE.

i Tik/ZW Inventor Witnesses l Attorneys,

EXPIUSXON ENGINE.

Ammmhun msn nEc.30.1914.

Patented July i), 12H8.

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UNITED STATES PATENT OFFICE.

LEON CONSTANTINE HANNA, 0F TAMPA, FLORIDA, ASSIGNOR OF ONE-HALF TO JOHN F. BALDOBER, 0F BUSHNELL, ILLINOIS.

EXPLOSION-ENGINE.

Application tiled December 30` 1914.

To all Awhom z't may concern:

Be it known that I, LEON C. HANNA, a citizen of the United States, residing at Tampa, in the county of illsborough and State of Florida, have invented a new and useful Explosioii-Engine, of which the following is a specification.

The present invention relates to improvements in explosion engines, one object of the invention. being the provision of a two cycle engine, so constructed and arranged. as to have a six stroke or six cycle effect, so that the charge admitted to the cylinder under compression and exploded will impart the maximum power to the power pistons, the burnt or exhaust gases being discharged therefrom, while in connection therewith, there is provided a scavenging means so that the cylinder is thoroughly scavenged before the new charge is admitted.

A further object of the present. invention, is the provision of a novel construction of manifold having two chambers which are adapted to be placed in communication with a port at the extreme upper end of each cylinder so that a mixture or explosive charge under compression is admitted into the cylinder and controlled by such manifold, and also whereby the exhaust gases and scavenging air are also exhausted throu"l`i the saine port at the upper end. and in suc a manner as to thoroughly scaven e the cylinder hefore the introdu tion of tie explosive charge.

A further object of the invention. is the provision of novel means for introducing a scavenging char e of air at the lower end of the cylinder, suc scavenging charge coperating with means carried by the up er end of the piston to insure the thorough c eanlng of the cylinder of the exploded gases, said means for forcing the scavenging air also placing the explosive charge under compression so that the same is properly delivered into the head of the cylinder after the cylinder is thorou hly scaven ed. i

'A still furt er object o the present invention, is the provision of means whereby the air used for the internal cooling and scav enging of the engine is roperly admitted to the engine through the ase.

With the foregoing and other objects in view which will appear as the description roceeds, the invention resides in the comination and arrangement of parts and in the details of construction hereinafter de- Specification of Letters Patent.

Patented July 9, 1918.

Serial No. 879,741`

scribed and claimed, it beingr understood that changes in the precise embodiment ot` the invention herein disclosed can lie made within the scope of what is claimed-without dei'ilarting from the spirit of the invention.

ln the drawings-m Figure 1 is ay side view oi the present euginc, portions of two cylinders ot' the same boing shown in longitudinal section.

Fig. 2 is a` section taken on line '2v-Q rif Fig. 1, the power piston being in its` lowerniost position.

Y Fig. 3 is a section taken on liml 23h-2l of Fi 1.

fig. 4 is an enlarged detail sectional view through the upper portion of one of the power pistons.

`ig. 5 is a section taken on line 5 5 of Fig. 1 on a smaller scale than that shown in Fig. 3.

Fig. G is a top plan view of the piston showing the air directing blades or wings.

Fig. 7 is a cross section through the-cylinder showing the air cooling vanes.

Figs. 8 and 9 are views illustrating the gearing employed to Operate the two rotary valves from the crank shaft of the engine.

Fig. 10 is a detail of the valve. for distributing the charge from the pump to the main distributing valve.

Fig. 11 is a longitudinal sectional view sliowlng the upper valve;

Figs. 12, 13, 14 and 15 are sections taken respectively o n the lines 12h12, 13-13, 14-14 and 15-15 of Fig. 11;

Fig. 16 is a longitudinal sectional view showing the lower valve;

Figs. 17, 18, 19 and 20 are sections taken respectivel on the lilies 17-17, 18-18, 19-19 andyQO-QO of Fig. 16.

Referring to the drawings, the numeral 1 designates the base of the engine which has journaled therein, the crank shaft 2, to which are connected the piston rods 3, the engine in Fig. 1 being shown as a four cylinder engine and t eiefore having four rods 3.

Connected to the base 1 is the supporting structure 4 for the power cylinder 5. Carried by the base 1 and concentric with each power cylinder 5 is a stationary sleeve 6, which forms with the base portion 4, the mixture or compression cham er 7 and also the air compression chamber, the mixing chamber being formed upon the down stroke of the piston 16 while the air chamber is formed upon the upstroke thereof, all as will later appear. 'Ihe upper end of the chamber 7 is provided with a port 8 while at the dialnetrically opposite side and at the lower end it is provided with ports 9, the purpose of which will hereinafter appear.

The intake manifold l0 which is supplied by any form of carbureter (not shown), is in communication with the manifold 11 located at the under side of the longitudinally disposed valve casing 12, which has mounted therein for rotation, the rotary valve 13. This valve 13 is the saine as valve 31 with the exception that the flanges 42 are removed, so that the charge from the manifolds 10 and 11 Will be directed at one time into the port 14 and from thence to the port 3, that is upon the down stroke of the piston 16, so that the flange 2() thereof which 1s carried by the apron 19 and surrounds the sleeve (3 will draw the charge into the chamber 7 above the flange 20, while upon the upstroke thereof, the charge will be directed out of the port 8 through either port l5" into the chamber 15 of the valve 13 to the opposite ends thereof and finally into the inclinedly disposed conduits 22 and 22, the purpose of which will resently appeal'. The chambers 15 extend t e length of the valve 13 but not in a straight line, since the ports 14 are set at different angles circumferentially of thevalve because the charges in all of the cylinders are not exploded at once.

Vhen the piston 16 is upon its extreme up stroke, it being connected by means of the detachable cone member 17 to its piston rod 3, and thus operating the crank shaft 2, the ports 25 of the sleeve 6 will be uncovered and air will rush from the crank case through such ports into the chamber 7 below the iange 20 while upon the down stroke of the piston 16, the air therebeloiv will be forced out of the chamber 7 through the port 9 into the by-pass 26 which opens into the annular chamber 26 and directs the air throu h the annular port 23 of the cylinder 5. T us a scavenging supply of air is delivered into the cylinder 5 and when the piston i head 1.6 is so presented that the tangentially disposed blades or vanes 24 are adiacent to the port 23, a whirling action is imparted to the air and the same passes upward into the cylinder and out through the port 28 so that a thorough cleansing of the cylinder is afforded.

Each cylinder 5 is provided with its own cap or head 27 which is provided with the transversely disposed ort 28, there being two spark plugs 29 t erein to insure the ignition of the charge at the proper time.

Disposed upon and longitudinally of the engine, is a casing 30, which is in communication with each cylinder through the trans` verse port 28 as illustrated in Figs. 1 and 2, the said casing having mounted thereir, the rotary valve 31 which constitutes a means for controlling the supply of the compressed charge through the port 28 and also the exhaust of the burnt gases and scavenging air from the cylinder.

This valve 31, as clearly illustrated is composed of the two anglular walls 32 which form the combustion c arge receiving chambers 33 having the diamctrically disposed ports 34, one of which at a time is adapted to be placed in registration with the port 28 so that the charge supplied to the inclined conduits 22 and 22 will pass through the respective ends 43 and 51 of the rotary valve 31, into the chambers 33 and thus be held under pressure due to the pumping action of the power piston to be readily projected through either one oi the ports 34 that hap pensto be in registration at the proper time with the port 23. 'lhe chambers 33 extend the full length ol the valve 31, like the cham` bers 15, but not in straight lines. Adjacent each port 28 is an exhaust chamber 35 open at opposite sides of the rotary valve, the eX- haust charge enterin the respective chambers 4() by way of tie ports 2:56 `which in turn, due to the partition 42 deflect the charges in opposite directions through the exhaust pipes or manifolds 41, there being two tov each of the two exhaust chambers 40. Thus it will be seen that the exhaust charges are rapidly released.

There is also provided a means for rotating the respective valves 13 and 31 in timed reation relatively to each other and the ignition system (not shown), a pinion 44 being carried upon one end of the rotary valve 31 in mesh with the pinions 41 mounted in the frame 45 within the conduit 22 at one end of the cylinder. The lower pinion 41' meshes with the pinion 47, of the Valve 13, the lower pinion 46 transmitting mation thereto and the valve 31 by means of the pinion 48 mounted upon the crank shaft 2. Bv this means, the rotation of the crank shaft will rotate both of the valves 13 and 31.

In order to provide a means for properly cooling the cylinder 5 'by air, a plurality of vertlcal vanes 52 are cast integral with and project from the cylinder into the outer open ended cylinder 53, which is rovided with the short varies 54 and wit the slits 55 through its wall which allow for epansion of cylinder 53. The outer cylinder 53 and its vanes 54 are preferably made of aluminum while the cylinder 5 .with its vanes 52 1s cast iron.

From the foregoing description, the o eration of thepresent engine' will be ful i inderstood, but briefly stated it is as fol,

oWs:

The explosion mixture passes from the carbureter through the manifolds 10 and 11 ceeding port 34 is place into the valve casing 12 and when the port 14 of the valve 13 is so disposed as to cause the port 8 to be in communication with the manifold l1, and the piston 16 is moving downwardly, the charge will be admitted through the port 8 into the chamber 7, so that when the piston 16 is upon its upward morena-nt. the charge within the chamber 7 will be compressed and finally forced through the port 8 through the port 15 into the chamber 15 of the valve 13 to the conduits 22 and 22 into the chamber 33 of the rotary valve 31. W'hen the valve 31 is in the position as shown in the cylinder at the extreme right in Fig. 1, one of the ports 34 is in communication with the port 28 thereof and thus the charge under compression is delivered into the said cylinder, the Valve 31 continuing rotation so as to close the port 31 and also the port 28 so that the explosive charge is trapped within the cylinder. The piston 16` is now at its extreme upward stroke and as `the mixture is exploded by both of the spark plugs 29, the piston 16 is moved downwardl and at the proper time, the rotary manifo d opens the exhaust passages formed by the portion 32 of the valve 31, as illustrated in Fig. 2, so-that the exhaust gas will move finally through the oppositely disposed exhaust conduits 41. The downward stroke of the piston 16 uncovers the annular air port 23 and the air is forced from below the Banged piston 2() in the chamber 7 through the ort 9 and the bypass 26 into the annu ar space 26 and through the port 23 into the lower end of the chamber 5, the vanes 24 of the piston 16 being placed in the ath thereof so as to impart a whirling action against the cylinder wall to the inrushing air, to thus assist in forcing the exhaust or burnt gases upwardly and out of the cylinder through the port 28. The port 23 is so disposed relatively to the movement of the ston as to be'opened thereby at about thirty de ees ahead of the bottom of the stroke. Vigilien the deflector vanes 24 have been moved to the position as shown in Fig. 2i the inru'shing air ceases to rotate and flows to the center of the cylinder and mushrooms so that any remaining exhaust is expelled. The upward stroke of the piston 16 closes the air port 23 and forces out the air from the cy inder through the port 28 into the opposite exhaust passes of the rotary valve 31 and -ust before the sucin communication with the port 28 to discharge the compressed explosive charge through the port 28 into the head of the cylinder 5. Thus with two strokes of the iston 16,a charge is compressed and dellvered to the chamber of the rotating valverat the upper end of the cylinder and scavenging an' is forced in at the lower end and so acted upon as to thoroughly cleanse the cylinder of the burnt gases and is itself expelled at the upper end, leaving only a small quantity' of fresh air in the cylinder when the final charge is admitted through the port 28 upon the extreme 11p-stroke of the engine.

Thus it will be seen that in reality the present structure of engine while only a two stroke cycle is in effect a six stroke, in that it has imparted to it in the two strokes, the usual six operations which occur in a six stroke cycle engine.

The present motor is cleaned internally through the use of the pump or double diametered piston, a full charge of air being forced through the motor every revolution. The air enters the crank case reducing the temperature in the crank case and then enters the air pump to cool the piston. It is then transferred to the cylinder under pressure and enters through the annular air port near the bottom of stroke, that is just before the exhaust gases at the top of the cylinder have reached atmospheric pressure. The downward stroke of the piston uncovers the cooling air port and the top of the piston is cooled. The deflectors or vanes 2l at the top of the piston at the initial entrance of the air to the cylinder cause a rotation of the air so that the walls of the cylinder are thoroughly cleansed and cooled, the full descension thereof, permitting the remaining incoming air to rush to the center and meeting at the center forms what is termed a mushroom so that any remaining foul gases are forced upwardly and out through the port 28 to the atmosphere.

As the cooling air enters the crank case and passes out of the top through the ex` haust ports. it reduces the temperature at every place where the latent heat is contained, but does a greater good in cooling the oil or lubricant on the walls of the cylinder rather than the metal itself, thereby permitting a hotter cylinder wall than otherwise would be safe without the burning or consuming of the lubricating oil. In other wordsit is the idea to keep the heat stored in the interior of the cylinder walls and it is the Spirit of the present invention to have the air cool the oil on the surface of the cylinder and other metal arts and from the cooled oilthe rnetal is coo ed, but only to a superficial extent, the interior of the metal remaining hot. Furthermore, the cool air from the Open crank case is laden with an amount of additional cool oil, Vwhichis deposited upon theA cylinder wall orrather on the hot oll already upon it. thereby replenishing the oil for lubrication with the cool oil.

The air pump is so constructed as to he of i CIK the exhaust gas while that at the bottom of the cylinder will be air only. As the piston rises it will expel the air containing the cxhaustlgas at the top lirst. The closing ot' the exhaust gas port is in relation to its time of opening, so that the exhaust will close at about thirty degrees before the top center, and immediately the intake opens and the charge under compression according to the amount of the throttle opening will be directed to the cylinder.7 the intake port remaining open for about thirty degrees. AS SJ the intake port is closed, the ignition system is operated and thus ignites the charge.

1t is the intention of the present invention to connect the unit spark ignition system, with one end of the valve 31, so that the same may be in timed relation thereto, and as the port 28 is a relatively wide port, there is a free passage for the charge into the cylinder and the exhaust therefrom.

The rotary valve 13, like the rotary valve 3l is driven at half engine speed from the crank shaft and thus eliminates the jerky suction of the carburetor common with a great many crank case compression tworycle engines. The mixture passes through' l the rotary valve 13 to the pump and through the valve again on its way to the rotary valve 31. It is fitted with compression bars 'and compression rings, as is also the rotary valve 31 to prevent gas leaking, though leaking will be more difficult after a little carbon has been formed.

As the piston uncovers no exhaust ports in the side of the cylinder, no lubricant can be scraped ofi the walls of the piston into such ports and thereby wasted.

1What is claimed is:

1. An explosive engine, including a power cylinder having a combined intake and exhaust port in the top thereof and with an annular air admitting port intermediate of its ends, a power piston mounted in the cylinder and controlling the intermediate I port, a concentric chamber formed in the lower end of the cylinder, a pump plunger carried by the power piston and operating in the concentric chamber, said concentric chamber at one end being in communication with the intermediate port of the pewf cylinde?, all ail' s upplyillg means in communi- CROYI With sald concentric chamber, whereby 'upon one stroke the chamber is filled with air, and means mounted at the upper end of the cylinder for controlling the admission of the explosive charge to the cylinder and for directin the burnt gases and scavenging air there rom.

2. An explosion engine, includin 4a power cylinder having a port through t e upper end thereof for the admission of the explosive charge and theexhaust of the burnt.`

gases therefrom, a valve casing in communication with said port, a rotary valve mounted therein` said valve casing being provided with diametrically disposed exhaust ports at each end thereof, said valve being provided with exhaust by-passes for directing the exhaust gases in opposite directions through the exhaust ports, said valve being hollow and forming an explosive charge receiving chamber having two dian'ietrically disposed ports for registration one at a time with the port of the power cylinder, means for supplying an explosive charge to the chamber of the valve, a power piston mounted in the power cylinder, a crank shaft operably connected thereto, and means operably connecting the crank shaft to the rotatory valve.

3. An explosion engine, including a power cylinder having a port through the upper end thereof for the admission 0f the explosive charge and the exhaust of the burnt gases therefrom, a valve casing in communication with said port, a rotatory valve mounted therein, said valve casing being provided with diametrically disposed exhaust ports at each end thereof, said valve being provided with exhaust by-passes for directing the exhaust gases in opposite directions through the exhaust ports, said valve being hollow vand forming an explosive charge receiving chamber having two diainetrically disposed ports for registration one at a time with the port of the power cylinder, means for supplying an explosive chairge to the chamber of the valve, a power piston mounted inthe power cylinder, a crank shaft operably connected thereto, the power cylinder being provided with an annular port adjacent its lower end, a, concentric chamber disposed coaxially with and below the power cylinder, a pump plunger mounted in said chamber and operabl connected to the power piston, the cham er of the rotatory valve being in communication with the upper end of said chamber, means for suppl lng a char e of carbureted air to the cham er, means or supplying a charge y of air to the chamber below 'the plun er, and a by-pass connecting the said cham er belOW Said plunger with the air admitting port of the power piston.

4. An explosion engine, including a power cylinder having a port through the upper end thereof for the'admission of the explosive charge and the exhaust of the burnt gases, a valve casing 1n communication with said port, a rotatory valve mounted therein, said valve casing being provided with diametrically disposed exhaust ports at each end thereof, said valve being provided with exhaust by-passes for directing the exhaust gases in opposite directions through the exhaust ports, said valve being hollow and forming an explosive charge receiving chamber having two diametrically dispose ports for registration one at a time with the port of the power cylinder, a power piston mounted in the power c linder, a crank shaft operably connected t creto, an intake manifold, a rotatory valve mounted in said manifold, a conduit leading from the intake manifold to the chamber of the first rotatory valve, means for operating both rotatory valves in timed relation to the crank shaft, a chamber disposed below and coaxial to the power piston, and a pump plunger mounted in the chamber and operably connected to the power piston, whereby the second rotator-y valve directs the explosive charge to the chamber upon one stroke of the power piston and directs it therefrom to the chamber of the first rotatory valve upon the opposite stroke of the power piston.

5. An explosion engine, including a power cylinder having a port through the upper end thereof for the admission of the explosive charge and the exhaust` of the burnt gases therefrom, a valve casing in communication with said port, a rotatory valve mounted therein, said valve casing being provided with diametrically disposed exltaust ports at each end thereof, said valve being provided with exhaust by-passes for directing the exhaust gases in opposite directions through the exhaust ports, said valve being hollow and forming an explosive charge receiving chamber having two diametrically disposed ports for registration one at a time with the port of the power" cylinder, a power piston mounted in the power cylinder, a crank shaft operably connected thereto, an intake manifold, a rotatory valve mounted in said manifold, aconduit leadin from the intake manifold to the chamber o the first rotatory valve, means for operating both rotatory valves in -timed relation to the crank shaft, a chamber disposed below and coaxial to the power piston, a pump lunger mounted in the chamber and o era ly connected to the power piston where y the second rotatory valve directs the explosive charge into the chamber upon one stroke of the power piston and directs it therefrom to the chamber of the first rotatory valve upon the oppositestroke of the power piston, said power cylinder being provided with an air admitting port intermediate of its ends, and a by-pass in communication with such port and the opposite end of the pump chamber whereby upon the exhaust stroke of the engine air is admitted into the power cylinderto scavenge the same.

6. An explosion engine, including a base, a crank shaft, a power piston, a power cylinder having a port at its head and a port intermediate of its ends, the latter port being controlled by the power piston, inner and outer sleeves disposed coaxial with and below the power cylinder and forming inner and outer annular chambers, the outer sleeve having a fuel-admission port, the inner sleeve having an air-admission port, and the outer sleeve having an air-outlet port, a pump piston fitting in the annular chamber and connected to the power piston, the lpump piston controlling the air-admission port, an intake manifold communicating with the fuel admission port, the air outlet port communicating with the intermediate port of the power cylinder, a rotatory valve for controlling the direction of the fuel charge through the Vintake manifold to the outer chamber and for directing the fuel charge away from the outer chamber, a second valve chamber disposed above the power cylinder and in communication with the head port thereof, said latter valve chamber being in communication with the first valve chamber to receive the compressed fuel charge therefrom, the latter valve chamber being provided with an exhaust port, and a rotatory valve mounted in the latter chamber for directing the explosive charge to and through the upper end of the power cylinder and for directing the exhaust gases t ereaway from, the power piston controlling the intermediate port of the power cylinder to direct the scavenging charge of air therein while the exhaust port is still open.

In testimony that I claim the foregoing as my own, I have hereto affixed my signature in the presence of two witnesses.

LEON C'ONSTANTINE HANNA.

Witnesses Jon D. HANNA, JOHN F. BALnosnR. 

